The present invention relates to rear suspension systems for snowmobiles have endless belt assemblies. Specifically, the present invention relates to rear suspension architecture for coupled rear suspension systems for snowmobiles and belt tensioning assemblies.
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1. A snowmobile comprising:
a chassis;
a motor supported by the chassis; and
an endless belt assembly including a belt and a coupled suspension, the coupled suspension including a lower rail, a front and rear control arm, a first and second bump stop, and a coupling member positioned between the first and second bump stops, the front control arm adapted to operably connect the lower rail to the chassis, the rear control arm adapted to operably connect the coupling member to the chassis, the first bump stop supported by the lower rail at a first position, the second bump stop supported by the lower rail at a second position substantially below the first bump stop supported by the lower rail at the first position, the coupling member pivotally supported to the lower rail, the coupling member being moveable between the first bump stop and the second bump stop, the coupling member configured to exert a horizontal and vertical force on the second bump stop, the vertical force being greater than the horizontal force.
18. A snowmobile comprising:
a chassis having a front and rear end;
a lower rail having front and rear ends; and
an endless belt assembly including a belt, a front control arm, a rear control arm, a coupling member, and a belt tensioning system, the front control arm positioned adjacent to the chassis front end and adapted to pivotally interconnect the chassis and the lower rail, the rear control arm positioned adjacent to the chassis rear end and adapted to pivotally interconnect the chassis and one of the coupling member and the lower rail, the coupling member providing a controlled degree of freedom of movement between the coupling member and the rear control arm, the belt tensioning system configured to maintain an appropriate belt tension during movement between the chassis and lower rail, and wherein the coupling member includes a fastener extending therethrough, the fastener having first and second ends extending through an aperture in the lower rail, the first and second ends of the fastener coupled to a pair of links of the belt tensioning system.
16. A snowmobile having a coupled suspension, the snowmobile comprising:
a chassis having a front and rear end;
a lower rail;
a front control arm defining a first length extending between first and second spaced-apart ends, the front control arm positioned adjacent to the chassis front end, the front control arm pivotally coupled to the chassis on the first end and pivotally coupled to the lower rail on the second end;
a rear control arm positioned adjacent to the chassis rear end and pivotally interconnected to the chassis and lower rail;
a linkage assembly supported by the front control arm at a first position between the first and second ends of the front control arm, the first position being spaced-apart from the second end of the front control arm by at least a first distance, the first distance being defined by one-quarter of the length of the front control arm, the linkage assembly including a coupling link having first and second spaced-apart ends; and
a shock absorber and pull rod each including first and second spaced-apart ends, the first ends interconnected to the rear control arm, the second ends operably coupled to the linkage assembly, the first end of the coupling link being pivotally interconnected to the second ends of the shock absorber and the pull rod, the second end of the coupling link being interconnected to the front control arm at the first position, and the second end of the shock absorber being positioned coaxially with second end of the pull rod.
10. A snowmobile having a coupled suspension, the snowmobile comprising:
a chassis having a front and rear end;
a lower rail;
a front control arm defining a first length extending between first and second spaced-apart ends, the front control arm positioned adjacent to the chassis front end, the front control arm pivotally coupled to the chassis on the first end and pivotally coupled to the lower rail on the second end;
a rear control arm positioned adjacent to the chassis rear end and pivotally interconnected to the chassis and lower rail;
a linkage assembly supported by the front control arm at a first position between the first and second ends of the front control arm, the first position being spaced-apart from the second end of the front control arm by at least a first distance, the first distance being defined by one-quarter of the length of the front control arm, the linkage assembly including a coupling link having first and second spaced-apart ends; and
a shock absorber and pull rod each including first and second spaced-apart ends, the first ends interconnected to the rear control arm, the second ends operably coupled to the linkage assembly, and wherein the first end of the coupling link is pivotally interconnected to the second end of the shock absorber, the second end of the coupling link is interconnected to the front control arm at the first position, and the second end of the pull rod is connected to the coupling link at a position between the first and seconds of the coupling link.
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This application claims priority from provisional patent application Ser. No. 60/775,997 filed Feb. 24, 2006, the disclosure of which is fully incorporated herein by reference.
The invention relates generally to the architecture for a snowmobile suspension system.
Most snowmobiles include a chassis, an engine, a transmission, and endless belt assembly designed to contact the ground and propel the snowmobile. Typical snowmobiles also include a pair of front skis support by a front suspension system. The endless belt assembly generally includes a rear suspension system designed to help the belt assembly maintain contact with the ground when riding over uneven terrain and provide the rider with a comfortable ride.
Generally, there are two types of snowmobile rear suspensions in the snowmobile industry: coupled and uncoupled. The term “coupled” is generally given to suspensions that have dependant kinematics front-to-rear and/or rear-to-front relative to the lower rails of the rear suspension. A suspension is coupled rear-to-front when the front portion of the lower rails is deflected vertically and the rear portion of the lower rails is forced to move vertically to some degree. A suspension is coupled rear-to-front when the rear portion of the lower rails is deflected vertically and the front portion of the lower rails is forced to move vertically to some degree. An uncoupled rear suspension is generally independent front-to-rear and rear-to-front relative to the lower rails of the rear suspension. A vertical deflection of the front portion of the suspension causes little to no vertical deflection of the rear portion of the suspension and vice versa.
Coupled suspensions differ from uncoupled suspension in at least two areas. There is a distinct stiffness or rate of deflection of the rear suspension per pound of force applied to the rear suspension for both the front and rear portion of the rear suspension. A coupled suspension combines the rates of both the front and rear portions of the rear suspension so the overall rate becomes higher than rate that may be achieved with an uncoupled rear suspension. Second, a coupled rear suspension may be used to control weight transfer to the rear suspension during acceleration of the snowmobile.
One embodiment of the present invention includes a snowmobile comprising a chassis, a motor supported by the chassis, and an endless belt assembly including a belt and a coupled suspension, the coupled suspension including a lower rail, a front and rear control arm, a first and second bump stop, and a coupling member positioned between the first and second bump stops, the front control arm adapted to operably connect the lower rail to the chassis, the rear control arm adapted to operably connect the coupling member to the chassis, the first bump stop supported by the lower rail at a first position, the second bump stop supported by the lower rail at a second position, the coupling member pivotally supported to the lower rail, the coupling member being moveable between the first bump stop and the second bump stop, the coupling member configured to exert a horizontal and vertical force on the second bump stop, the vertical force being greater than the horizontal force.
Another embodiment of the present invention includes a snowmobile having a coupled suspension, the snowmobile comprising a chassis having a front and rear end, a lower rail, a front control arm positioned adjacent to the chassis front end, the front control arm pivotally interconnecting the chassis and the lower rail, a rear inverted control link interconnected to the lower rail, a rear control arm positioned adjacent to the chassis rear end and pivotally interconnected to the chassis and the rear inverted control link, the rear control arm interconnected to the rear inverted control link at a position below the interconnection between the rear inverted control arm and the lower rail, and a coupling member providing a controlled degree of freedom of movement between the coupling member and the rear control arm, until coupling between the rear control arm and the lower rail occurs.
Another embodiment of the present invention includes a snowmobile comprising a chassis having a front and rear end, a lower rail, a front control arm defining a first length extending between first and second spaced-apart ends, the front control arm positioned adjacent to the chassis front end, the front control arm pivotally coupled to the chassis on the first end and pivotally coupled to the lower rail on the second end, a rear control arm positioned adjacent to the chassis rear end and pivotally interconnected to the chassis and lower rail, a linkage assembly supported by the front control arm at a first position between the first and second ends of the front control arm, the first position being spaced-apart from the second end of the front control arm by at least a first distance, the first distance being defined by one-quarter of the length of the front control arm, and a shock absorber and pull rod each including first and second spaced-apart ends, the first ends interconnected to the rear control arm, the second ends operably coupled to the linkage assembly.
Another embodiment of the present invention includes a snowmobile comprising a chassis having a front and rear end, a lower rail having front and rear ends, and an endless belt assembly including a belt, a front control arm, a rear control arm, a coupling member, and a belt tensioning system, the front control arm positioned adjacent to the chassis front end and adapted to pivotally interconnect the chassis and the lower rail, the rear control arm positioned adjacent to the chassis rear end and adapted to pivotally interconnect the chassis and one of the coupling member and the lower rail, the coupling member providing a controlled degree of freedom of movement between the coupling member and the rear control arm, the belt tensioning system configured to maintain an appropriate belt tension during movement between the chassis and lower rail.
In yet another embodiment, a snowmobile having a coupled suspension comprises a chassis, at least one lower rail, at least one front control arm pivotally coupled to the chassis at a first end and pivotally coupled to the lower rail on a second end, a rear control arm positioned adjacent to the chassis rear end and pivotally interconnected to the chassis and lower rail, a front linkage assembly supported by the front control arm, a rear linkage assembly supported by the rear control arm; a tension rod extending between the front and rear linkage, an LFE operatively connected between the front linkage assembly and the rear linkage assembly, and extending along a longitudinal line of action (LOA), where the LFE front pivot point and a front pivot point of the tension rod being substantially along the LOA, and being spaced apart from each other.
The above mentioned and other features of this invention, and the manner of attaining them, will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings.
Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present invention, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present invention.
The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. For example, while the following description refers primarily to a rear suspension system for a snowmobile, it should be understood that the principles of the invention apply equally to other suspension systems. While the present invention primarily involves a snowmobile, it should be understood, however, that the invention may have application to other types of vehicles such as all-terrain vehicles, motorcycles, watercraft, utility vehicles, scooters, and mopeds.
Referring to
Referring now to
Coupled suspension system 22 also includes a shock absorber 38 and pull rods 40 which are coupled between front control arms 30 and cross shaft 44. The upper end of shock absorber 38 and pull rods 40 is coupled to a pair of plates 46 which are coupled to cross shafts 44 and 45. Plates 46 are rigidly coupled to cross shafts 44 and 45 to interconnect shock absorber 38 and pulls rods 40 with rear control arms 32. The lower ends of shock absorber 38 and pull rods 40 are coupled to a linkage assembly 47 including link 48. Pull rods 40 accelerate the stroke of shock absorber 38 when coupled suspension system 22 is compressed. Link 42 behaves as a bell crank.
Referring now to
Referring now to
Suspension system 22 also includes a pair of bump stops 72 positioned on cross shaft 70 (
As shown in
During movement of coupling member 34 from the first position to the second position, the angle between rear control arms 32 and lower rails 28 decreases and the effective length of lower rails 28 is lengthened relative to the four-bar orientation of chassis 12, lower rails 28, front control arms 30, and rear control arms 32. The effect of lengthening the lower rails 28 during a sudden change in elevation or jounce stiffens suspension system 22 and helps endless belt assembly 14 maintain contact with the ground during jounce and weight transfer caused by acceleration.
Referring back to
Referring now to
Referring now to
Referring now to
Suspension system 122 includes a pair of spaced part lower rails 128, a pair of front control arms 130, a pair of rear control arms 132, a coupling member 134, and a belt tensioning assembly 136. In this embodiment, front control arms 130 include upper and lower portions 129 and 131, respectively. Each upper portion 129 is interconnected with each lower portion 131 by cross shaft 152 (
Referring now to
Link 150 is pivotally coupled on an upper end to cross shaft 152. Cross shaft 152 is coupled to front control arms 130. Bushing 157 extends through cross shaft 152 and link 150 and receives fasteners 159 to pivotally couple link 150 to front control arms 132. Cross shaft 152 also provides strength and maintains front control arms 130 in a parallel relationship. In this embodiment, link 150 is spaced-apart from lower pivot points 143 by a distance equal to about one-half of the distance between cross shaft 144 and lower pivot points 143. In other embodiments, link 150 may be coupled to front links 130 at any position between lower pivot points 143 and cross shaft 142. However, in the preferred embodiment, link 150 is preferably coupled to front links 130 at a position at least one-quarter of the distance between cross shaft 142 and lower pivot points 143 above lower pivot points 143.
Referring now to FIGS. 15 and 17-20, coupling member 134 is described. Rear control arms 132 are coupled together on their lower end by cross shaft 135. Cross shaft 135 is pivotally coupled between inverted links 160 of coupling member 134 by bushing 178 and fastener 180. Coupling plates 161 of coupling member 134 are coupled together by cross shaft 168 and fasteners 177. In this embodiment coupling plates 161 have a semi-circular top profile, however any suitable shape may be used. Coupling plates 161 each include a slot 171 positioned coaxial to one another. Stops 162 and 164 are positioned between coupling plates 161 and are secured by fasteners 177. As discussed above, bushing 174 and fastener 176 extend through cross shaft 168 and apertures in lower rails 128 to pivotally couple coupling member 134 between lower rails 128. Stops 162 and 164 may be constructed of metal, rubber, plastic, or any suitable substance.
As discussed above, the lower end of rear control arms 132 is couple to cross shaft 135. Fastener 180 extends though apertures in the lower end of inverted links 160 and bushing 178, which is positioned in cross shaft 135, to operably couple rear control arms 132 to coupling member 134. Cross shaft 166 is coupled between rear control arms 132 and extends through slots 171 in inverted links 160 in coupling member 134.
As shown in
When cross shaft 166 abuts stop 162 and rear control arms 132 continue to move toward lower rails 128, coupling member 134 is forced to rotate downward about an axis defined by fastener 176. When this occurs, suspension 122 returns to a “coupled” state. Similarly, when cross shaft 166 abuts stop 166 and rear control arms 132 continues to move away from lower rails 128, coupling member 134 is forced to rotate upward about an axis defined by faster 176. When this occurs, suspension system 122 once again returns to a “coupled” state. The inverted pivot orientation of coupling member 134 and rear control arms 132 decreases and the effective length of rear control arms 132 relative to the four-bar orientation of chassis 112, lower rails 128, front control arms 130, and rear control arms 132. The effect of shortening rear control arms 130 during a sudden change in elevation or jounce stiffens suspension system 122 and helps endless belt assembly 114 maintain contact with the ground during jounce and/or weight transfer caused by acceleration. In other embodiments (not shown), coupling member 134 may include multiple bump stops or may be constructed to form a slotted link to limit the degree of freedom between coupling member 134 and rear control arms 132.
Referring now to
Second ends 188 of links 184 are supported by cross shafts 191. Cross shaft 191 extends into bushings 198. Bushings 198 interact with apertures 190 in lower rails 28 and slide blocks 194. Slide blocks 194 are coupled to lower rails 128 and are positioned in apertures 190. Spacers 200 and bushings 202 are positioned between slide blocks 194 and idler rollers 126. Bushing 196 extends through idler wheels 126, bushings 202, spacers 200, slide blocks 194, bushings 198, crossbar 191, and second ends 188 of links 184. Fasteners 204 are received by bushing 196 to secure the assembly. Idler rollers 126 support belt 124 and rotate about bushing 196. Links 184 translate the movement of coupling member 134 to bushing 196 to adjust the tension of belt 124 during movement of suspension system 122. As coupling member 134 moves between the first and second positions, as discussed above, links 184 move bushing 196 and idler rollers 126 fore and aft along a longitudinal axis defined by lower rails 128 to maintain the appropriate tension of belt 124.
Referring now to
With respect to
Link 250 is somewhat triangular, and acts as a bell-crank, having a pivot stub shaft 336 at one corner and apertures 338 at another. Opening 330 can “wrap around” stub shaft 336, intermediate links 250 (see
With the above described geometry, a progressive rate suspension is achieved that has the best behaviors of both the coaxial (
As also shown in the attached curves of
While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.
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